luni, 25 februarie 2013

Werner Doehner, was just 8 when the
airship suddenly began to tilt. “Instantly, the whole place was on
fire,” Doehner told the Associated Press. “My mother threw me out the
window. She threw my brother out. Then she threw me, but I hit something
and bounced back. She caught me and threw me the second time out.”
Doehner, his brother and his mother all survived — but his father and
younger sister were not so lucky. To this day, Doehner is still so
pained by the memories he rarely grants interviews.

Doehner was eight years old and was travelling with his parents,
Hermann and Matilde, and his siblings, 10-year-old Walter and
16-year-old Irene. The Doehner boys were the youngest of the 36
passengers on board during that flight.
Today, Doehner lives a quiet life as a retiree in Colorado. He
declined to comment on this story beyond saying, “I lead a private life.
That happened in the past and I’d prefer it stay there.” (manchester-nj.patch.com)

The Hindenburg disaster took place on Thursday, May 6, 1937, as the German passenger airship LZ 129 Hindenburg caught fire and was destroyed during its attempt to dock with its mooring mast at the Lakehurst Naval Air Station, which is located adjacent to the borough of Lakehurst, New Jersey. Of the 97 people on board(36 passengers, 61 crew), there were 35 fatalities; there was also one death among the ground crew.

The disaster was the subject of spectacular newsreel coverage, photographs, and Herbert Morrison's
recorded radio eyewitness report from the landing field, which was
broadcast the next day. A variety of hypotheses have been put forward
for both the cause of ignition and the initial fuel for the ensuing
fire. The incident shattered public confidence in the giant,
passenger-carrying rigid airship and marked the end of the airship era.After opening its 1937 season by completing a single round trip passage to Rio De Janeiro in late March, the Hindenburg departed from Frankfurt on the evening of May 3 on the first of 10 round trips between Europe and the United States that were scheduled for its second year of commercial service. The United States' American Airlines,
which had contracted with the operators of the Hindenburg, was prepared
to shuttle fliers from Lakehurst to Newark for connections to airplane
flights.Except for strong headwinds
which slowed its passage, the Hindenburg's crossing was otherwise
unremarkable until the airship's attempted early evening landing at
Lakehurst three days later on May 6. Although carrying only half its
full capacity of passengers (36 of 70) and 61 crew members (including 21
training crew members), the Hindenburg's return flight was fully booked with many of those passengers planning to attend the festivities for the coronation of King George VI and Queen Elizabeth in London the following week.

The airship was hours behind schedule when it passed over Boston on
the morning of May 6, and its landing at Lakehurst was expected to be
further delayed because of afternoon thunderstorms. Advised of the poor weather conditions at Lakehurst, Captain Max Pruss
charted a course over Manhattan, causing a public spectacle as people
rushed out into the street to catch sight of the airship. After passing
over the field at 4 p.m., Captain Pruss took passengers on a tour over
the seasides of New Jersey
while waiting for the weather to clear. After finally being notified at
6:22 p.m. that the storms had passed, the airship headed back to
Lakehurst to make its landing almost half a day late. However, as this
would leave much less time than anticipated to service and prepare the
airship for its scheduled departure back to Europe, the public was
informed that they would not be permitted at the mooring location or be
able to visit aboard the Hindenburg during its stay in port.

Around 7:00 p.m. local daylight saving time, at an altitude of 650 feet (200 m), the Hindenburg approached the Lakehurst Naval Air Station. This was to be a high landing, known as a flying moor,
because the airship would drop its landing ropes and mooring cable at a
high altitude, and then be winched down to the mooring mast. This type
of landing maneuver would reduce the number of ground crew, but would
require more time.
At 7:09 the airship made a sharp full speed left turn to the west
around the landing field because the ground crew was not ready. At 11
minutes past it turned back toward the landing field and valved gas. All
engines idled ahead and the airship began to slow. Captain Pruss
ordered all engines full astern at 7:14 while at an altitude of 394 ft
(120 m), to try to brake the airship.
7:17: The wind shifted direction to southwest, and Captain Pruss was
forced to make a second, sweeping sharp turn, this time towards
starboard.
7:18: The airship made another sharp turn and dropped 300, 300, and
500 kg of water ballast in successive drops because the airship was
stern-heavy. Six men (four of whom were killed in the accident) were also sent to the bow to trim the airship.
7:21: At altitude 295 feet (90 m), the mooring lines were dropped
from the bow, the starboard line being dropped first, followed by the
port line. The port line was overtightened as it was connected to the
post of the ground winch; the starboard line had still not been
connected.
At 7:25 p.m., a few witnesses saw the fabric ahead of the upper fin flutter as if gas were leaking. Witnesses also reported seeing blue discharges—possibly static electricity—moments before the fire on top and in the back of the ship near the point where the flames first appeared.
Several other eyewitness testimonies suggest that the first flame
appeared on the port side just ahead of the port fin, and was followed
by flames which burned on top. Commander Rosendahl
testified to the flames being "mushroom-shaped". One witness on the
starboard side reported a fire beginning lower and behind the rudder on
that side. On board, people heard a muffled explosion and those in the
front of the ship felt a shock as the port trail rope overtightened; the
officers in the control car initially thought the shock was due to a
broken rope.